System and method for supplying auxiliary power to an electrified vehicle

ABSTRACT

A power supply system for an electrified vehicle may include a primary power source and an auxiliary power source configured to selectively supply power in place of or in addition to the primary power source. At least one electrical connector is configured to connect the auxiliary power source to the power supply system.

CROSS-REFERENCE TO RELATED APPLICATION

This is a continuation of U.S. patent application Ser. No. 13/940,554,which was filed on Jul. 12, 2013.

TECHNICAL FIELD

This disclosure relates to an electrified vehicle, and moreparticularly, but not exclusively, to a power supply system that cansupply both primary and auxiliary power to an electrified vehicle.

BACKGROUND

Hybrid electric vehicles (HEV's), plug-in hybrid electric vehicles(PHEV's), battery electric vehicles (BEV's) and other known electrifiedvehicles differ from conventional motor vehicles in that they employ oneor more electric machines in addition or in alternative to an internalcombustion engine to drive the vehicle. Electrified vehicles may beequipped with a battery that stores electrical power for powering theelectric machines. In some vehicles, an electric machine may also beemployed as a generator that is powered by the internal combustionengine in order to generate electrical power to charge the battery.

Electrified vehicles can typically travel limited distances beforebattery recharging is required. This may lead to operator range anxiety.Therefore, there remains a need for further contributions in this fieldof technology.

SUMMARY

A power supply system for an electrified vehicle according to anexemplary aspect of the present disclosure includes, among other things,a primary power source and an auxiliary power source configured toselectively supply power in place of or in addition to the primary powersource. At least one electrical connector is configured to connect theauxiliary power source to the power supply system.

In a further non-limiting embodiment of the foregoing system, theprimary power source is a high voltage battery.

In a further non-limiting embodiment of either of the foregoing systems,the auxiliary power source is a portable generator.

In a further non-limiting embodiment of any of the foregoing systems,the auxiliary power source is configured to selectively offload energydemand from the primary power source.

In a further non-limiting embodiment of any of the foregoing systems,the at least one electrical connector is disposed near a rear end of theelectrified vehicle or under a hood of the electrified vehicle.

In a further non-limiting embodiment of any of the foregoing systems, aplurality of different electrical connectors are incorporated into thepower supply system.

In a further non-limiting embodiment of any of the foregoing systems,the auxiliary power source is disposed on a shelving assembly mountableto a trailer hitch of the electrified vehicle.

In a further non-limiting embodiment of any of the foregoing systems, acluster display is configured to select a load to place on the auxiliarypower source.

In a further non-limiting embodiment of any of the foregoing systems,the cluster display includes at least a display unit and at least oneinput device.

In a further non-limiting embodiment of any of the foregoing systems, acontrol unit is configured to sense power communicated to the at leastone electrical connector.

A method according to another exemplary aspect of the present disclosureincludes, among other things, activating an accessory system of anelectrified vehicle, offloading a portion of an energy demand of aprimary power source to an auxiliary power source, and powering theaccessory system with the auxiliary power source.

In a further non-limiting embodiment of the foregoing method, theaccessory system is one of a climate control system, a lighting system,a consumer device powering station, or an electrically driven system.

In a further non-limiting embodiment of either of the foregoing methods,the method includes, prior to the step of offloading, selecting a loadto place on the auxiliary power source.

In a further non-limiting embodiment of any of the foregoing methods,the method includes automatically reducing the load placed on theauxiliary power source in response to a fault condition of the auxiliarypower source.

In a further non-limiting embodiment of any of the foregoing methods,the method includes charging the primary power source with the auxiliarypower source or operating the electrified vehicle in a reduced powermode with the auxiliary power source.

A method according to another exemplary aspect of the present disclosureincludes, among other things, providing at least one electricalconnector on an electrified vehicle and supplying power to the at leastone electrical connector via an auxiliary power source to at leasttemporarily supply power to the electrified vehicle.

In a further non-limiting embodiment of the foregoing method, the methodincludes charging a primary power source with the auxiliary power sourceor operating the electrified vehicle in a reduced power mode with theauxiliary power source.

In a further non-limiting embodiment of either of the foregoing methods,the method includes activating an accessory system of an electrifiedvehicle and offloading a portion of an energy demand of a primary powersource to power the accessory system with the auxiliary power source.

In a further non-limiting embodiment of any of the foregoing methods,the method includes operating the electrified vehicle using the powerfrom the auxiliary power source where other power is unavailable.

In a further non-limiting embodiment of any of the foregoing methods,the method includes selecting a load to place on the auxiliary powersource prior to the step of supplying.

The embodiments, examples and alternatives of the preceding paragraphs,the claims, or the following description and drawings, including any oftheir various aspects or respective individual features, may be takenindependently or in any combination. Features described in connectionwith one embodiment are applicable to all embodiments, unless suchfeatures are incompatible.

The various features and advantages of this disclosure will becomeapparent to those skilled in the art from the following detaileddescription. The drawings that accompany the detailed description can bebriefly described as follows.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 schematically illustrates a powertrain of an electrified vehicle.

FIG. 2 illustrates a power supply system for an electrified vehicle.

FIGS. 3A, 3B and 3C illustrate various electrical connectors that can beincorporated into an electrified vehicle.

FIGS. 4A and 4B illustrate exemplary mounting locations for an auxiliarypower source.

FIG. 5 illustrates a second embodiment of a power supply system.

FIG. 6 schematically illustrates a method of supplying auxiliary powerto an electrified vehicle.

FIG. 7 illustrates another method of supplying auxiliary power to anelectrified vehicle.

FIG. 8 illustrates a third embodiment of a method of supplying auxiliarypower to an electrified vehicle.

DETAILED DESCRIPTION

This disclosure relates to a system and method for selectively supplyingauxiliary power to an electrified vehicle. The system and method of thisdisclosure may employ an auxiliary power source configured toselectively offload energy demand from a primary power source. One ormore electrical connectors are incorporated into the electrified vehiclefor connecting the auxiliary power source to a power supply system ofthe electrified vehicle. Among other features, the auxiliary powersource can be used to charge the primary power source, operate theelectrified vehicle in a reduced power mode, or power accessory systemsof the electrified vehicle.

FIG. 1 schematically illustrates a powertrain 10 for an electrifiedvehicle 12, such as a HEV. Although depicted as a HEV, it should beunderstood that the concepts described herein are not limited to HEV'sand could extend to other electrified vehicles, including but notlimited to, PHEV's and BEV's.

In one embodiment, the powertrain 10 is a powersplit powertrain systemthat employs a first drive system that includes a combination of anengine 14 and a generator 16 (i.e., a first electric machine) and asecond drive system that includes at least a motor 36 (i.e., a secondelectric machine), the generator 16 and a battery 50. For example, themotor 36, the generator 16 and the battery 50 may make up an electricdrive system 25 of the powertrain 10. The first and second drive systemsgenerate torque to drive one or more sets of vehicle drive wheels 30 ofthe electrified vehicle 12, as discussed in greater detail below.

The engine 14, such as an internal combustion engine, and the generator16 may be connected through a power transfer unit 18. In onenon-limiting embodiment, the power transfer unit 18 is a planetary gearset. Of course, other types of power transfer units, including othergear sets and transmissions, may be used to connect the engine 14 to thegenerator 16. The power transfer unit 18 may include a ring gear 20, asun gear 22 and a carrier assembly 24. The generator 16 is driven by thepower transfer unit 18 when acting as a generator to convert kineticenergy to electrical energy. The generator 16 can alternatively functionas a motor to convert electrical energy into kinetic energy, therebyoutputting torque to a shaft 26 connected to the carrier assembly 24 ofthe power transfer unit 18. Because the generator 16 is operativelyconnected to the engine 14, the speed of the engine 14 can be controlledby the generator 16.

The ring gear 20 of the power transfer unit 18 may be connected to ashaft 28 that is connected to vehicle drive wheels 30 through a secondpower transfer unit 32. The second power transfer unit 32 may include agear set having a plurality of gears 34A, 34B, 34C, 34D, 34E, and 34F.Other power transfer units may also be suitable. The gears 34A-34Ftransfer torque from the engine 14 to a differential 38 to providetraction to the vehicle drive wheels 30. The differential 38 may includea plurality of gears that enable the transfer of torque to the vehicledrive wheels 30. The second power transfer unit 32 is mechanicallycoupled to an axle 40 through the differential 38 to distribute torqueto the vehicle drive wheels 30.

The motor 36 can also be employed to drive the vehicle drive wheels 30by outputting torque to a shaft 46 that is also connected to the secondpower transfer unit 32. In one embodiment, the motor 36 and thegenerator 16 are part of a regenerative braking system in which both themotor 36 and the generator 16 can be employed as motors to outputtorque. For example, the motor 36 and the generator 16 can each outputelectrical power to a high voltage bus 48 and the battery 50. Thebattery 50 may be a high voltage battery that is capable of outputtingelectrical power to operate the motor 36 and the generator 16. Othertypes of energy storage devices and/or output devices can also beincorporated for use with the electrified vehicle 12.

The motor 36, the generator 16, the power transfer unit 18, and thepower transfer unit 32 may generally be referred to as a transaxle 42,or transmission, of the electrified vehicle 12. Thus, when a driverselects a particular shift position, the transaxle 42 is appropriatelycontrolled to provide the corresponding gear for advancing theelectrified vehicle 12 by providing traction to the vehicle drive wheels30.

The powertrain 10 may additionally include a control system 44 formonitoring and/or controlling various aspects of the electrified vehicle12. For example, the control system 44 may communicate with the electricdrive system 25, the power transfer units 18, 32 or other components tomonitor and/or control the electrified vehicle 12. The control system 44includes electronics and/or software to perform the necessary controlfunctions for operating the electrified vehicle 12. In one embodiment,the control system 44 is a combination vehicle system controller andpowertrain control module (VSC/PCM). Although it is shown as a singlehardware device, the control system 44 may include multiple controllersin the form of multiple hardware devices, or multiple softwarecontrollers within one or more hardware devices.

A controller area network (CAN) 52 allows the control system 44 tocommunicate with the transaxle 42. For example, the control system 44may receive signals from the transaxle 42 to indicate whether atransition between shift positions is occurring. The control system 44may also communicate with a battery control module of the battery 50, orother control devices.

Additionally, the electric drive system 25 may include one or morecontrollers 54, such as an inverter system controller (ISC). Thecontroller 54 is configured to control specific components within thetransaxle 42, such as the generator 16 and/or the motor 36, such as forsupporting bidirectional power flow. In one embodiment, the controller54 is an inverter system controller combined with a variable voltageconverter (ISC/VVC).

The electrified vehicle 12 may be operable to travel over a specificdistance prior to energy depletion of the battery 50. This can result inoperator range anxiety. Accordingly, the electrified vehicle 12 may beprovided with a power supply system for increasing the travel range ofthe electrified vehicle 12. Example embodiments of such power supplysystems are detailed below.

FIG. 2 schematically illustrates a first embodiment of a power supplysystem 60 that can be incorporated into an electrified vehicle, such asthe electrified vehicle 12 of FIG. 1. The power supply system 60 isoperable to selectively supply auxiliary power to an electrifiedvehicle, such as to offload energy demand from other power sources or topower accessory systems.

The power supply system 60 of one embodiment includes a primary powersource 62, an auxiliary power source 64, a control unit 66, and at leastone electrical connector 68. Of course, this view is highly schematicand it will be appreciated that the power supply system 60 could includeother components and other configurations.

In one embodiment, the primary power source 62 is a high voltage batteryof an electrified vehicle (see, for example, the battery 50 of FIG. 1).The primary power source 62 may represent the main battery of anelectrified vehicle. The primary power source 62 stores energy that canbe used to power multiple loads of an electrified vehicle. For example,the primary power source 62 may supply power for operating the vehicledrive wheels 30 of the electrified vehicle 12 (see FIG. 1).

The auxiliary power source 64 is a power source separate from theprimary power source 62 that can be utilized to selectively supplyauxiliary power to an electrified vehicle. The auxiliary power source 64may supply power in place of or in addition to the primary power source62.

In one embodiment, the auxiliary power source 64 is a portable, gasolinedriven generator. However, any commercially available or low wattagegasoline generator may be utilized as the auxiliary power source 64.Other auxiliary power sources may additionally or alternatively beutilized within the scope of this disclosure.

The auxiliary power source 64 may be connected to the power supplysystem 60 by the electrical connector 68. For example, in onenon-limiting embodiment, the electrical connector 68 is a maleconnection that can be plugged into a female connection located on theauxiliary power source 64 to electrically connect the auxiliary powersource 64 to the power supply system 60. Other connections embodyingdifferent configurations may alternatively or additionally be utilized.

In one embodiment, the electrical connector 68 is incorporated into anelectrified vehicle. In other words, the electrical connector 68 is anintegrated component of the electrified vehicle in much the same waythat the engine 14 and the battery 50 are components of the electrifiedvehicle 12 (see FIG. 1). The electrical connector 68 is disposed at afirst location 70 of an electrified vehicle. The first location 70 maybe any location, including but not limited to, near a rear end of theelectrified vehicle or under the hood of the electrified vehicle.

The control unit 66 is in communication with the primary power source 62and the auxiliary power source 64 as well as other components andsystems of an electrified vehicle. In one embodiment, the control unit66 is a power distribution module. The control unit 66 includes thenecessary hardware and software for controlling the power supply system60 in order to supply power to one or more loads of the electrifiedvehicle. A more detailed description of the operation of the powersupply system 60 is discussed below with reference to FIGS. 6 and 7.

The power supply system 60 may additionally include a cluster display 72that provides a user with some control over operation of the powersupply system 60. In one embodiment, the cluster display 72 is locatedat a second location 74 of the electrified vehicle. The second location74 is a different location from the first location 70 of the electricalconnector 68. In one non-limiting embodiment, the second location 74 iswithin a passenger compartment of the electrified vehicle.

In one embodiment, the cluster display 72 is configured to allow anoperator of the electrified vehicle to select a load to offload from theprimary power source 62 to the auxiliary power source 64. This may benecessary during certain vehicle conditions, such as a low chargecondition of the primary power source 62. In another embodiment, thecluster display 72 is configured to allow an operator to select a loadto place on the auxiliary power source 64 or to budget a load forpowering accessory systems with the auxiliary power source 64.

The cluster display 72 includes at least a display unit 76 and one ormore input devices 78. The display unit 76 displays information relatedto the power supply system 60, and the input devices 78 allow anoperator to control the power supply system 60 in the manner describedabove. In one embodiment, the input devices 78 are actuable buttons.

Referring to FIGS. 3A, 3B and 3C, the electrical connector 68 of thepower supply system 60 may embody a variety of designs orconfigurations. For example, as shown in FIG. 3A, the electricalconnector 68 may include a three pronged male connection 68-A for usewith auxiliary power sources having a power rating of up to 2000 watts.In another embodiment, shown in FIG. 3B, the electrical connector 68includes a three pronged male connection 68-B for use with auxiliarypower sources having a power rating of up to 3,750 watts. In yet anotherembodiment, the electrical connector 68 is a four pronged maleconnection 68-C for use with auxiliary power sources having a powerrating of up to 7,500 watts. A power cord 69 may be connected to theconnections 68-A, 68-B and 68-C. It should be appreciated that theillustrated electrical connectors are intended to be non-limitingexamples of the types of connections that could be used.

FIGS. 4A and 4B illustrate non-limiting embodiments of possible mountinglocations for the auxiliary power source 64. In the FIG. 4A embodiment,the auxiliary power source 64 is disposed under a hood 80 of anelectrified vehicle 12. This mounting location may be appropriate wherethe first location 70 (see FIG. 2) of the electrical connector 68 isalso located under the hood 80. In this embodiment, the auxiliary powersource 64 is integrated as part of the electrified vehicle 12.

Alternatively, as shown in FIG. 4B, the auxiliary power source 64 may bedisposed on a shelving assembly 82 that is mountable to a trailer hitch84 of the electrified vehicle 12. This mounting configuration may beutilized where the first location 70 of the electrical connector 68 isnear a rear end 86 of the electrified vehicle 12. In this embodiment,the auxiliary power source 64 is readily removable from the electrifiedvehicle 12. In other words, the auxiliary power source 64 may bepermanently incorporated into the electrified vehicle (see FIG. 4A) orcan be removable therefrom (see FIG. 4B).

FIG. 5 schematically illustrates portions of another exemplary powersupply system 160. In this disclosure, like reference numbers designatelike elements where appropriate and reference numerals with the additionof 100 or multiples thereof designate modified elements that areunderstood to incorporate the same features and benefits of thecorresponding original elements.

In this embodiment, the power supply system 160 includes a plurality ofelectrical connectors 168 for connecting an auxiliary power source 164to the power supply system 160. Each of the plurality of electricalconnectors 168 can be provided on an electrified vehicle in order toaccommodate various types of auxiliary power sources 164. In thisembodiment, three different electrical connectors 168A, 168B and 168Care illustrated. However, other configurations are also contemplated aswithin the scope of this disclosure.

Each of the electrical connectors 168A, 168B and 168C may be incommunication with a control unit 166 of the power supply system 160. Inone embodiment, the control unit 166 is programmed to sense which of theelectrical connectors 168A, 168B and 168C are being powered by theauxiliary power source 164. The control unit 166 may additionallycommunicate the auxiliary power from the auxiliary power source 164 topower various loads throughout an electrified vehicle.

A variety of methods or techniques are contemplated for utilizing thepower supply system 60 (or power supply system 160) described above tosupply auxiliary power to an electrified vehicle. Among other features,and as discussed in greater detail below, the power supply system 60,160 may be utilized to selectively offload energy demand from theprimary power source 62, charge the primary power source 62, operate theelectrified vehicle 12 in a reduced power mode, power accessory systemsof the electrified vehicle 12, or any combination of these applications.

For example, FIG. 6, with continued reference to FIGS. 1-5,schematically illustrates a first exemplary method 100 for supplyingauxiliary power to an electrified vehicle 12. The method 100 begins atstep 102 by providing at least one electrical connector 68, 168 on anelectrified vehicle 12. One or more electrical connectors may beincorporated into the electrified vehicle 12. FIGS. 4A and 4B illustratetwo non-limiting mounting locations for providing the electricalconnector(s) 68, 168.

Next, at step 104, power may be at least temporarily supplied by theauxiliary power source 64, 164 to the electrical connector 68, 168. Inone embodiment, an operator of the electrified vehicle 12 decideswhether to supply power using the auxiliary power source 64, 164 byusing the cluster display 72 or by plugging the electrical connector 68,168 into the auxiliary power source 64, 164. In another embodiment, thecontrol unit 66, 166 is programmed to automatically determine when toutilize auxiliary power from the auxiliary power source 64, 164. In oneembodiment, the control unit 66, 166 commands use of power from theauxiliary power source 64, 164 when the primary power source 62 has alow charge condition or where power is otherwise not available fromanywhere else within the electrified vehicle 12.

The power supplied by the auxiliary power source 64, 164 is used topower or operate all or portions of the electrified vehicle 12 at step106. For example, in one non-limiting embodiment, the power supplied bythe auxiliary power source 64, 164 can be used to charge the primarypower source 62. This may be done where the control unit 66, 166 sensesa low charge condition of the primary power source 62.

In another non-limiting embodiment, the power supplied by the auxiliarypower source 64, 164 can be used to operate the electrified vehicle 12in a reduced power mode. This may be done when the primary power source62 is completely depleted of energy, for example. One exemplary reducedpower mode may be referred to as a limp-home mode in which the auxiliarypower source 64, 164 supplies just enough power to drive the vehicledrive wheels 30 at a relatively low speed (e.g., no greater than 5 milesper hour) to the nearest safe location or charge station. In yet anotherembodiment, the power supplied by the auxiliary power source 64, 164 canbe used to both charge the primary power source 62 as well as operatethe electrified vehicle 12 in a reduced power mode.

FIG. 7 schematically illustrates another embodiment of a method 200 forsupplying auxiliary power to an electrified vehicle. In one embodiment,the method 200 may be used to power an accessory system or other load ofthe electrified vehicle 12. For example, the method may begin at step202 by activating an accessory system of the electrified vehicle 12. Theaccessory system may be one of a climate control system (for heating andcooling the passenger compartment), a lighting system, a consumer devicepowering station, an electrically driven system, or any other load ofthe electrified vehicle 12. The accessory system is activated by anoperator of the electrified vehicle 12, such as by turning on theaccessory system within the passenger compartment. The accessory systemmay be activated by using the cluster display 72 or some otherinstrument panel.

Optionally, at step 204, a vehicle operator may select a load to placeon the auxiliary power source 64, 164 for powering one or more accessorysystems. A specific load may be selected and inputted by the operatorusing the input devices 78 of the cluster display 72. The selected loadmay be displayed on the display unit 76.

Next, at step 206, a portion of an energy demand on the primary powersource 62 is offloaded to the auxiliary power source 64, 164. The energydemand offloaded onto the auxiliary power source 64, 164 may be directlyproportional to the load selected at step 204. Alternatively, thecontrol unit 66, 166 may be programmed to automatically offload aspecific amount of energy demand to the auxiliary power source 64, 164.

The load placed on the auxiliary power source 64, 164 may optionally bereduced at step 208 in response to a fault condition of the auxiliarypower source 64, 164. The control unit 66, 166 may be programmed toautomatically reduce the load on the auxiliary power source 64, 164 inresponse to any condition of the auxiliary power source 64, 164.

Finally, at step 210, the accessory system may be powered using powerfrom the auxiliary power source 64, 164. Powering the accessory systemwith the auxiliary power source 64, 164 reduces loads on the primarypower source 62, thereby freeing the primary power source 62 foraddressing other loads and potentially increasing the range capabilitiesof the electrified vehicle 12. The auxiliary power source 64, 164 mayadditionally or alternatively be used to charge the primary power source62 and/or operate the electrified vehicle 12 in a reduced power modewithin the scope of the method 200.

FIG. 8 illustrates yet another embodiment of a method 300 for supplyingauxiliary power to an electrified vehicle. At step 302, it is determinedwhether an auxiliary power source 64, 164 is connected to theelectrified vehicle 12. This may be done manually by the vehicleoperator or automatically by the control unit 66, 166. If not connected,the method 300 starts over. If connected, the method 300 proceeds tostep 304.

A vehicle operator may select a load to place on the auxiliary powersource 64, 164 at step 304. In one embodiment, a specific load may beselected and inputted by the operator using the input devices 78 of thecluster display 72. The selected load may be displayed on the displayunit 76.

Next, at step 306, the load placed on the auxiliary power source 64, 164may be reduced. The control unit 66, 166 may be programmed toautomatically reduce the load on the auxiliary power source 64, 164 inresponse to any condition of the auxiliary power source 64, 164. Forexample, a low voltage condition or a shutdown condition of theauxiliary power source 64, 164 may prompt a reduction of the load.

A load budget for powering vehicle accessories may be selected at step308. This selection may be based on the capacity of the auxiliary powersource 64, 164 and may be programmed using the cluster display 72.

At step 310, a charge rate of the primary power source 62 is determined.The charge rate may be monitored by the control unit 66, 166. If thecharge rate is low, an operator has the option of selecting (via thecluster display 72) a reduced power mode at step 312 in which theelectrified vehicle 12 is powered by the auxiliary power source 64, 164.If the charge rate is not low, the method returns to step 302.

Although the different non-limiting embodiments are illustrated ashaving specific components or steps, the embodiments of this disclosureare not limited to those particular combinations. It is possible to usesome of the components or features from any of the non-limitingembodiments in combination with features or components from any of theother non-limiting embodiments.

It should be understood that like reference numerals identifycorresponding or similar elements throughout the several drawings. Itshould be understood that although a particular component arrangement isdisclosed and illustrated in these exemplary embodiments, otherarrangements could also benefit from the teachings of this disclosure.

The foregoing description shall be interpreted as illustrative and notin any limiting sense. A worker of ordinary skill in the art wouldunderstand that certain modifications could come within the scope ofthis disclosure. For these reasons, the following claims should bestudied to determine the true scope and content of this disclosure.

What is claimed is:
 1. A power supply system for an electrified vehicle,comprising: a high voltage battery; a portable generator configured toselectively supply power in place of or in addition to the high voltagebattery during operation of the electrified vehicle; and a plurality ofelectrical connectors each having a different power rating, wherein atleast one of the plurality of electrical connectors is configured toconnect the portable generator to the power supply system.
 2. The systemas recited in claim 1, wherein the portable generator is configured toselectively offload an energy demand from the high voltage batteryduring the operation, and wherein during the operation, power isprovided to drive a wheel of the electrified vehicle.
 3. The system asrecited in claim 1, wherein the at least one of the plurality ofelectrical connectors is disposed near a rear end of the electrifiedvehicle.
 4. The system as recited in claim 1, wherein the at least oneof the plurality of electrical connectors is disposed under a hood ofthe electrified vehicle.
 5. The system as recited in claim 1, whereinthe portable generator is disposed on a shelving assembly mountable to atrailer hitch of the electrified vehicle.
 6. The system as recited inclaim 1, comprising a cluster display configured for a user of theelectrified vehicle to select a specific load to place on the portablegenerator during the operation.
 7. The system as recited in claim 6,wherein the cluster display includes a display unit and an input device.8. The system as recited in claim 1, comprising a control unitconfigured to automatically offload a portion of an energy demand fromthe high voltage battery to the portable generator once the portablegenerator is connected to the at least one of the plurality ofelectrical connectors.
 9. The system as recited in claim 8, comprisingan accessory system initially powered by the high voltage battery andsubsequently powered by the portable generator without assistance fromthe high voltage battery while the portion of the energy demand isoffloaded to the portable generator.
 10. The system as recited in claim9, wherein the accessory system is a climate control system.
 11. Thesystem as recited in claim 9, wherein the accessory system is a lightingsystem.
 12. The system as recited in claim 9, wherein the accessorysystem is a consumer device powering station.
 13. The system as recitedin claim 1, wherein the portable generator is a gasoline drivengenerator.
 14. A method, comprising: receiving a signal indicative of aload to place on an auxiliary power source of an electrified vehicle inresponse to the load being inputted at a cluster display located insidea passenger compartment of the electrified vehicle; offloading a portionof an energy demand of a primary power source of the electrified vehicleto the auxiliary power source during an operation of the electrifiedvehicle, wherein, during the operation, power is being provided to drivea wheel of the electrified vehicle; powering an accessory system withthe portion of the energy demand offloaded to the auxiliary powersource; and automatically reducing the load placed on the auxiliarypower source in response to a fault condition of the auxiliary powersource.
 15. The method as recited in claim 14, wherein the primary powersource is a high voltage battery and the auxiliary power source is aportable generator.
 16. The method as recited in claim 14, wherein theaccessory system is a climate control system, a lighting system, or aconsumer device powering station.
 17. The method as recited in claim 14,wherein the accessory system includes a climate control system, alighting system, and a consumer device powering station.
 18. The methodas recited in claim 14, wherein the accessory system is initiallypowered by the primary power source during the operation but is notpowered by the primary power source while the portion of the energydemand is offloaded to the auxiliary power source.
 19. The method asrecited in claim 14, wherein the accessory system is activated inresponse to turning on the accessory system at a location inside thepassenger compartment of the electrified vehicle.